Change-speed transmission



3 Sheets-Sheet 1 llllllla o. H. BANKER CHANGE- SPEED TRANSMISS ION Original Filed March 17, 1941 Sept'. 20, 1949.

Sept. 20, 1949. n o. H. BANKER 2,482,573

l CHANGE-SPEED TRANSMISSION original Filed March 17, 1941 s sheets-sheet 2 Sept 20, 1949. vo. H. BANKER CHANGE-SPEED 'TRANSMISSION 3 Sheets-Sheet 3 Original Filed March 17, 1941 EN Y Patented sept. 2o, 1,949

CHANGE-SPEED TRANSMISSION 'Oscar H. Banker, Evanston, Ill., assignor to New Products Corporation, Chicago, Ill., a corporation of Delaware ,Original application March 17, 1941, Serial No. 383,775, now Patent No. 2,353,137, dated July 11, 1944. Divided and this application April 14, 1944, Serial No. 531,132

3 Claims.

` conditions resisting or blocking shifting of power trains in power transmission apparatus wherein a'. coupling such as a iiuid flywheel is employed with a plural power train change-speed transmission in which a lower ratio train includes toothed membersY meshable to mobilize such train and demeshable to demobilize the same and an overrunning clutch that adapts this train to remain mobilized while a higher ratio train is established in operation. This novel structure and arrangement includes means for contravening the loading of the lower ratio train by torque normally impressed thereon from said coupling, when the higher ratio train is not'in operation, to relax said lower ratio train and thus facilitate the meshing and demeshing of' the -toothed members. l

Another object isthe provision of apparatus as the above, wherein the load contravening means is operable to impart retrograde rotation to the drive part of the overrunning clutch relatively to the driven part thereof as a step in relaxing the power train.

Another object is the provision in a changespeed transmission power train mobilizable by the meshing of meshable toothed members and having therein an overrunning clutch unit, of

means associated with the meshable members to' cause these members to relatively rotate, pursuant to meshing, and in such direction as is permitted by the overrun of said cverrunning'clutch; and the invention further contemplates such relative rotating means associated with the toothed members and overrunning clutch of apparatus according to either of the two foregoing objects.

Another object is the provision of power transmission apparatus wherein an overrunning clutch is common to a forward starting trainand a reverse starting train in each of which there are meshable means for controlling'the mobilization of these trains, and means for rotating the drive part of the overrunning clutch backwardly to relieve the loading of either train and to retain 55 said drive part` in the backwardly rotated position against the impositive urge of a coupling device whereby the relaxed condition of these trains is insured during the meshing or demeshing of their respective mobilizing means.

Another object of this invention is the provision in a change-speed transmission apparatus wherein a change from a lower speed train to a higher speed train is brought about by deceleration of an engine-driven one of complemental meshable parts to synchronism' with another to result in their meshing so the former can vdrive the latter of a synchronizer brake normally operable to decelerate the drive member to such synchronism when a shift is executed from the low speed train to the high speed train, means settable to preclude such shift, and means operable under control of said settable means to preclude operation of the brake means when the settable means is so set.

Additional those above recited, and others inherent in and encompassed by this invention will subsequently I forwardlyy substantially upon the line 3-3 of Fig. 1 and illustrating synchronizer brake mechanism to expedite shifting of the transmission power trains and to insure release of overrunning clutch means in certain of the power trains whereby these power trains will be released when the apparatus is'fnot in use.

Fig. 4 is an enlarged fragmentary view, partly in section, of clutch teeth having their ends bevelled for causing relative rotation thereof in a direction determined by the character of such bevelling pursuant to meshing of these teeth, the view being taken on the line 4-4 of Fig. 1;

Fig. 5 is a perspective view, partially diagrammatic, illustrating bevelling at the ends of teeth upon axially meshable reverse train gears emdesirable objects, ancillary to Fig. 6 but illustrating respectively different ar- ,rangements oi' gear tooth bevels for causing relative rotation of the 'gears in a direction facilitating meshing of the teeth;

Fig. 10 is an elevational view of a governor controlled linkage for operation of one of the cams in Fig. 2;

Fig. 11 is an elevational view of a modified form of transmission apparatus embodying a form of the present invention. parts being broken away and other parts being shown in section for clarity; and

Fig. 12 is a fragmentary view partly in section illustrating beveled ends upon a Jaw clutch of the apparatus shown in Fig. 11, and taken upon the line |2|2 in that figure.

Both forms of transmission apparatus herein disclosed are designed especially for use upon motor vehicles. The first embodiment, now to be described with reference to Figs. 1 to l0, includes a iiuid coupling C of which the impeller part Il is connectible by means such as bolts Il with an engine crakshaft I2.l The hub I3 for the runner ordriven element I4 of the coupling C is splined at I5 to a hub portion I5 of a brake drum I1, and a second hub portion I5 of this brake 'drum is splined to a transmission drive shaft I9 at a splined section 2l thereof, whereby the runner I4 is connected with said transmission drive shaft. The present embodiment employing a fluid coupling between the engine crankshaft l2 and the transmission drive shaft i9, Vis preferred to one enmploying other forms of clutch or coupling devices, particularly speed responsive friction or electromagnetic clutches, because of its simplicity of construction and its speed responsive characteristics permitting initial slippage resulting in higher engine speeds and corresponding higher torque, facilitating the starting of a vehicle upon which the apparatus may be installed through ,a higher speed ratio power train than the lowest of available power trains, under normal starting conditions.

The drive shaft I9 is connectible through change-speed gearing generally designated T enclosed within a gear box 2| and for turning a driven shaft 22. the shafts l5 and 22 being journalled in bearings 23 and 24 in the front and back walls of the gear box 2|, and the front end of the driven shaft 22 having a bearing section 25 of reduced diameter piloted within a bearing cavity 25 in the back end of the drive shaft and journalled therein upon a set of needle bearings 21 according to standard practice.

Said gearing T has one reverse power train and four forward drive power trains of which the speed ratio is suitable for use in combination with a geared-up differential such as that used in association with the rear axle shafts of automotive vehicles. When this transmission is employed in combination with such a gearedup differential the first, second and third speeds which are obtained through power trains including speed reduction gearing respectively correspond to the first, second and third speeds (of which the third is obtained by a direct connection of the drive and driven shafts) of a conventional three-speed transmission with a conventionally geared differential. whereas the fourth speed or direct drive connection of this transmission corresponds to a fourth or overdrive connection of such a conventional transmission when operating with an overdrive device of wellknown character.

The ilrst speed power train comprises a gear 25 integral with the drive shaft II and meshed with a countershaft gear 2l which has a sleevelike hub I Journalled by means of needle bearing sets 2| and 22 upon a countershaft bearingrod I2 suitably anchored in the ends of the gear box. Power is transmitted from the gear 29 through an overrunning clutch 34 including a drive ring l5, clutch rollers 35 and a normally driven actuator member 21 operative to wedge the rollers against the ring when the latter tends to rotate counter-clockwise (as viewed from the front) relative to said actuator member. This actuator member 21 is integral with a long sleeve shaft 3l which is journalled upon the rod Il by needle bearing sets I! and 40. The transfer of power continues through a jaw clutch 4| comprising a driving part of clutch teeth 42 arranged circumferentially about the sleeve 38, a driven part comprising circumferentially arranged teeth 4I upon a sleeve 44 and a clutch ring 45 having internal teeth mutually meshable with the teeth 42 and 42 by sliding said ring forwardly to connect the sleeve 44 for rotation with the sleeve II. A groove 4I in the ring 45 facilitates axial sliding of this ring by means of a shifter fork 41 shown in Fig. 2. When the clutch 4| is disengaged the sleeve 44 is freely rotatable about the sleeve Il whereon it is carried by needle bearing sets 48 and 49. Said first speed power train is mobilized when the teeth of the clutch 4| are meshed. Thus a gear 50 integralwith the sleeve y44 is driven through said clutch and drives a gear 5| which is journalled at its hub 52 upon a hub 53 of an actuator member 54 comprising a part of an overrunning clutch unit 55. This overrunning clutch unit includes clutch rollers 56 and a drive ring 51 integral with said gear 5| as well as said actuator member 54 which is splined at 58 to the driven shaft 22. The actuator member 54 has cam faces (not shown) so disposed that the gear 5| and ring 51 will be effective when rotated clockwise as viewed from the front for causing the rollers to wedge into driving relation between said ring and actuator member 45 so the shaft 22 will be driven from the gear 5|.

The second speed power train includes the drive shaft gear 28, the countershaft gear 29, overrunning clutch 34, sleeve 38, a gear 59 integral with said sleeve 38, a gear 50 meshed with 50 said gear 59 and journalled upon the driven shaft 22, and a Jaw clutch 6| including a driving component of teeth 52 upon the gear 50 and teeth 53 upon a ring 54 splined -at 65 to the driven shaft 22 and slidable axially of said shaft 55 for meshing and demeshing the said teeth. When the clutch 5| is engaged the second speed power train will established and during operation of this second speed power train the driven shaft will rotate faster than the gear 5| as per- 50 mitted by the overrunning clutch 55 while the clutch 4| remains engaged for maintaining the first speed power train mobilized.

'I'hird speed is obtained when the clutch 6| is disengaged and-a clutch 55 is engaged. Clutch 05 55 comprises clutch teethl 51 and 5B which are respectively upon the back end of a ring 69, splined at to the back end of lt-he drive shaft i9, and upon the front face or end of the gear 60. Hence when the clutch 55 is engaged and the 7o clutch 5| disengaged power may be transmitted from the drive shaft to the driven shaft through the third speed power train comprising said clutch 5B, gears l0 and 59, clutch 4|, gears 50- and 5| and the overrunning clutch 55 to the driven shaft. Meanwhile the actuator member 31 oi?` the overrunningclutch Il will be rotated faster than the clutch ring 35 as permitted byl the rollers 35.

Fourth speed is obtained by connecting the drive and driven shafts I9 and 22 for rotation in unison and the powerv train for accomplishing this is established vby concurrent engagementof the clutches and 85, power then being transmitted from the drive shaft through said clutch 65, the hub of gear 80, clutch 5|, and its splined member 64 to the driven shaft 22. concurrently lines in Fig. 1, and a gear 12 spllned at 13 to the driven shaft 22. The idler gear 1l is freely rotatable-and axially slidable upon a countershaft 14 which is parallel with the shaft 22 but disposed to the right of the gears 59a and 12, as viewed from the front, wherefore the gear 1| is as that vshown in broken lines at 89 in Fig. l. This spring 89 ls wrapped about the shaft 88 and has one section 90 which reacts against the top of the gear box while an opposite end section 9| acts upon the hub of a shifter fork 92 for tending to: rotate such fork and the shaft 88 clockwise. The legs of this shifter fork carry pins 93 projecting into diametrically opposite portions of a groove 94 in the clutch ringr 64 whereby the clockwise movement of said shifter fork will slide the ring 54 forwardly for engaging the clutch 6|. If the teeth 53 happen to be vaxially aligned with the spaces between the teeth 52 the clutch 5| will engage immediately upon rotation of the cam plate 80 to position F, ibut, if the teeth 53 and 82 are axially aligned, the opposed ends of these teeth will be pressed into abutting relation by the spring 89 so the clutch lwill later engage upon the initial rotation of the drive shaft I9 when operatively connected with the engine.

It will be further observed that upon rotation of the camr plate from the neutral N to the forward position F, an arcuate section 95 of the shown in broken lines in Fig. 1. When the idler gear 1| occupies a forward position, illustrated in Fig. 1, upon its shaft 14 the reverse train is disconnected, but is connectible or establishable when the gear 1| is slid rearwardly mutually into mesh with the gears 89a and 12. Sliding of the gear 1| is accomplished by means of a shifter fork 15 which rides within the groove 15 eircumscribing a hub extension of the gear 1| and having a hub portion 11 slidable lengthwise of a shifter fork rod 18. e

Normally in the operation of this apparatus the transmission gearing will be connected for starting the vehicle forwardly by means of the second speed train and after the vehicle has attained a selected speed in excess of a. predetermined minimum at which speed-responsive means presently to Ibe described is operable to enable establishment of the thirdfor fourth speed power trains, the operator will initiate an automatic change in the fourth speed connection. In conditioning the apparatus for starting in the second speed power train as aforesaid, the operator will shift a lever (not shownoperably connected with a shaft 19 upon which a cam plate 80 is xed, to cause rotation of this shaft and cam plate counter-clockwise one position from the neutral N to the forward starting position F. Such rotation of the cam plate 80 will carry one end, 8|, of a short radius section 82 of a slot S in the cam plate 80 into registry with a stud 83 incident to cammingsaid stud forwardly. Said stud 83 is mounted upon the hub of the shifter fork I1 so that incident to such forward movement of the stud this shifter fork will be slid forwardly upon the rod 18 and thereby engage the clutch 4| for mobilizing the first speed power train. Rotation of the cam plate 80 to position F will also displace a long radius proile section 88 of said cam from engagement with a stud 85 which is mounted in the lower end of an arm 85 and spring-pressed against the edge of said cam plate. A short radius prole section 81 of the cam plate will be carried into registry with said stud 85 so that a shaft 88 upon which the arm 95 is xed can pivot clockwise under the inuence of a spring slot S will slide idly past a stud 95 mounted in the lower end of an arm 91 which is pivoted upon the shaft 88. There is a link 98 connecting the stud 95 with a pin 99 in` an arm |00 which is pivotally connected with the gear box by means of a pin |0|. The lower end of said arm |00 is disposed between bosses |02 and |03 on the hub 11 of the reverse train shifter fork 15, so that if thestud 95 were to be cammed backwardly by the plate the arm 91 would be caused to rotate counter-clockwise for moving the link 98 rearwardly'and pivoting the arm |00 counter-clockwise for shifting the fork 15 rearwardly and thus establishing the reverse power train. However, since the stud remains undisturbed at this time the reverse power train will remain disconnected.

Movement of the cam plate from position N to position F carried a short radius profile section |04 into registry with a stud |05 upon an arm |05 xed upon'a cross shaft |01, Figs. 1 and 2, upon which there is carried a shifter fork |08. Said shifter fork |08 is acted upon by a spring |09, shown in broken lines in Fig. l, coiled about the shaft |01, one end ||0 of the spring reacting against the upper wall of the gear box while the opposite end is hooked about and acts upon said shifter fork to urge the same and the shaft |01 to rotate counter-clockwise. The legs of the shifter fork |08 carry pins ||2 which project into a groove ||3 of the clutch ring 59. Therefore, upon release of the stud |05 in Fig. 2 the spring |09 would be effective for rotating the shaft |01 and the shifter fork |08 counter-clockwise to shift the clutch ring 59 rearwardly for engagin'g the clutch 55 or placing the ends of the teeth 51 and 58 of this clutch in ratcheting relation should the member 59 be rotating clockwise (as viewed from the front) at a speed in excess of the gear 50 as will be explained presently. However, when the vehicle is at rest as now assumed, a cam plate ||4 fixed upon a sleeve ||5 journalled upon the manually controlled shaft 19 presents a portion of its long radius profile section ||5 in registry with the 'stud |05 to preclude release of said stud at this time.

With the manually operated cam plate 80 now set as described in the forward position F the studs |05 and 95 will therefore be maintained in the positions shown whereas the stud 83 will have been moved forwardly for engaging the radius profile section 04 will have been removed from the stud 85 to place the clutch 6| under control of the spring 49. The vehicle is started forwardly by depressing the toe portion of an accelerator ||1 for accelerating the vehicle engine in the customary manner. The engine throttle (not shown) is operatively connected with the accelerator pedal ||1 by a linkage including a link H8, a leg ||9 of a bell crank lever |20. .a shaft |2| pivotally mounted in a bracket |22 and fixed to the lever |20 for pivotal movement therewith, a lever |22a fixed to the shaft |2|, and a link |2211 connected with the lever |224 by a lost-motion arrangement consisting of a pin |22c on the link |22b and an elongated hole |22d in the lever |22a. Means as the contraction spring |22e fixed at its lower end and connected with the link |22b at the opposite end tends to hold this link in the endwise position for closing the throttle. When the toe portion of the pedal is depressed for opening thev throttle and causing the engine to accelerate above idling speed the crankshaft I2 and the impeller I0 of the fluid coupling C will be caused to rotate sufficiently fast for the latter to transmit effective driving force to the coupling driven part I4 in the usual manner, this driving force being transmitted through the runner hub I3, the splined connections I5 and 20. the transmission drive shaft I9, gears 28 and 29, overrunning clutch 34, and the gears 59 and 60. Should the teeth 63 of the jaw clutch 6| have been axially aligned with the end portions of the teeth 62 at the time the cam plate 80 was moved from position N to position F so that the spring 89 was effective only for bringing the ends of the teeth 63 into abutting relation with the ends of the teeth 62, said spring 89 will cause the teeth 63 to mesh with the teeth l62 upon the initial rotation of the gear 60 by the just traced second speed power train. This power train will be mobilized.

As the vehicle proceeds while driven through the second speed train, a speed will eventually be reached at which the transmission drive shaft I9 and the brake drum I1 connected therewith will rotate sufficiently fast for causing a plurality of centrifugal weights W, of which one is shown in Fig. 1, to pivot counter-clockwise about their pivotal mountings |23 against the urge of a spring SP, Fig. 10, anchored at one end to the gear box by a pin P. Such pivotal movement of the weights W causes their heel portions |24 to shift the ball bearing unit |25 backwardly against the upper ends of the legs of a fork |26 carried non-rotatively upon a cross shaft |21 journalled in the clutch housing |28. This shaft |21 opcrates a linkage including an arm A fixed to said shaft, a link L, and an arm B fixed to the sleeve I |5 (see Figs. 1, 2 and 10) so that upon the aforesaid operation of the speed responsive device in pivoting the weights W counter-clockwise the cam plate ||4 will be pivoted clockwise for removing its long radius profile section ||6 from registry with the stud |05 while positioning a short radius section |29 opposite said stud and thereby placing the shaft |01 and the shifter fork |08 under control of the spring |09 so that this spring is then effective for shifting the clutch ring 69 backwardly to place the teeth of the clutch 66 in ratcheting relation since the drive shaft I9 and the clutch ring 69 non-rotatively attached thereto rotate faster than the gear 60 during operation of the second speed power train. The ends of the clutch teeth 81 and 88 are beveiled 8 in the manner shown to facilitate such ratchet- 1Ds.

So long as the accelerator pedal ||1 remains depressed at its toe portion the vehicle will proceed forwardly while driven in the second speed train and the clutch teeth 61 will continue ratcheting over the teeth 68. When the operator desires to shift from the second speed train into the fourth or direct drive train he will simply release the toe portion of the pedal ||1 which will then return to the position shown under the influence of conventional spring means as a spring 30, and in doing so will pivot the arm |22a for enabling the spring I22e to close the engine throttle. Thereupon the engine will decelerate as will thelclutch, the drive shaft |9 and the clutch ring 69. while the driven shaft 22 and the gear 60 connected therewith through the clutch 6I will continue rotation at substantially constant speed due to the vehicle inertia. During this deceleration of the engine, the gears 28 and 29 will correspondingly decelerate while the gear 59 meshed with the gear 60 and the normally driven member 31 of the overrunning clutch 34 overrun the clutch ring 35 as permitted by the clutch rollers 36. When the engine slows down sumciently for the clutch ring 69 to synchronize with the gear 60 the spring |09 will slide the teeth 61 into mesh with the teeth 68 for establishing the fourth speed power train, the drive then being from the drive shaft I9 'through the clutchA 66, the hub of the gear 60 and the clutch 6I to the driven shaft 22. The normally driven member 31 of the overrunning clutch 3 4 will continue to overrun the normally driving ring 35 of this clutch.

I provide under control of the accelerator pedal I |1 means for expediting deceleration of the drive shaft I 9 for more quickly synchronizing the parts of the clutch 66 so that less time is required in shifting from the second to the fourth speed in the manner just described. This synchronizer means comprises a. synchronizer brake band |3I, Figs. 1 and 2, frictionally engageable with the circumferential periphery of the brake drum I1 for resisting rotation thereof.

Referring now to Fig. 3, the brake band I3I is shown as 'having upon one end a bracket |32 on which there is an apertured ear |33 wherein there is disposed a, bolt |34 which projects through an apertured boss |35 upon the inner side of the clutch casing |28. The ear |33 is normally held firmly against the face of the boss |35 adjacently thereto by means of a helical spring |36 about the bolt |34 and exerting expansive force against the opposite face of the boss |35 and a spring seat |31 held in selected position axially of the bolt by means of a nut |38. A collar |39 limits the distance the bolt |34 can move endwise in the stud |35 while compressing the spring |36. Upon the opposite end of the brake band |3| there is formed arloop |40 in which there is disposed a pintle member |4I. A bell crank |42 pivotally mounted upon a pin |43 anchored in the clutch casing |28 is connected with the pintle |4| at one of its legs While the other leg of the bell crank is connected by a link |44 with an end of a reciprocal rod |45 which is connected with a motor diaphragm (not shown) within a fluid motor |46. This -motor is energizable by a vacuum line connected with a low pressure source as the intake manifold of the vehicle engine said line including conduits |41 and |48 respectively connected with the motor |46 and said low pressure source and through which intercommunication is controlled i 9 by a valve |46. The valve |46 is in turn controlled by the armature of a solenoid |56, the latter being effective when energized by the passage of an electric current therethrough for moving its armature in a manner to cause communication of said low pressure source with the motor |46 through the valve |46 and said conduits |41 and |46. The valve |46 may be of the character shown in detail in my U. S. Patent'No. 2,171,534,v issued September 5, 1939. When the motor is thus connected with the low pressure source, the said diaphragm therein will be caused to move upwardly whereby the bell crank lever |42 will be rotated counter-clockwise with suflicient force to cause the band |6| to apply substantial frictional drag or braking action upon the drum |1 which normally rotates in the direction of the arrow.

The electric circuit for controlling energization of the solenoid |50 includes a conductor |5| for connecting one side of a battery |52 or other source of electrical energy with ground, a conductor |53, a switch |54 under the control of the accelerator pedal ||1, a conductor |55, circuit connecting means associated with the vehicle ignition switch |56 and effective to connect the conductor |55 with a conductor |51 when said switch |56 is closed, a normally closed switch |56, a conductor |59 between said switch |56 and the solenoid |50, a conductor |60 and a normally closed switch |94 operable when closed to connect vthe opposite side of the circuit with ground for `completing the same. The switch |54 includes contact members |6| and |62 between which circuit is closed by a conductor bridging member |66 when the bell crank |20 is rotated counter-clockwise to the position shown pursuant to release of the accelerator pedal ||1. The switch |56 comprises a casing |64 mountedupon the gear box 2| and insulatively supported terminal members |65 and |66 which are normally mutually engaged by a circuit closing bridge |61 held in the position shown by a spring |66 which is insulated from the casing |64 by an insulator seat |66. A in |10 is connected with the conductorbridge |61 by means of an insulator member |1|. A boss |12 abuts against the lower end of the stem |10 to lift the conductor bridge |61 from engagement with the contacts |65 and |66 when the shifter fork |06 is rotated counter-clockwise fo engaging the clutch 66.

It will be seen therefore that upon release of the accelerator pedal ||1 for initiating the automatic change from second to fourth speeds each of the switches |54, |56, |56 and |94 is closed so the solenoid |50 will be energized for causing application of the synchronizer brake band |3| upon brake drum |1 to quickly decrease the speed of the clutch ring 69 to the speed of the gear 60 so the clutch 66 will engage `for immediate establishment of the fourth speed train. When this train is established, however, the boss |12 will cause the switch |56 to` open wherefore subsequent depression and release of the pedal ||1 will fail to energize the solenoid |50 and the syn` chronizer brake |3| will not be applied.

While operating in fourth speed operator may shift to the third speed instantaneously at will by simply depressing the heel portion of the accelerator pedal |1 whereby a member |13 upon which the pedal |1 is pivotally mounted, together with a stem |14 connected with said base member |13, is shifted axially vdownwardly against the force of a spring |15 of which the ends bear oppositely against the member |16 and a bracket |16 suitably connected to the underside oi a iloor board |11 in thedrivers compartment of the vehicle.

Downward movement of the stem |14 causes pivotal movement of a lever |16 for closing a switch generally designated |16 whereby a circuit is closed from the ungrounded side of the battery |52 through a conductor |80, said switch |19, a conductor |6|, a solenoid |62, Fig. 2. and a conductor |66 back to ground for completing the circuit. This solenoid |62 is contained within a casing |64 which is supported by a mounting plate |65 upon the back end of the gear box 2|. An armature (not shown) under control of the solenoid |62, when the latter is energized, is operable to move a link |66 axially rearwardly or to the right as viewed in Fig. 2 and in this manner to pivot the arm 66. to which the left end of the link |66 is connected by a pivot pin |81, counterclockwisel sumciently to carry the stud 65 into the position shown in Fig. 2 from the position said stud 65 occupies when engaging the short radius section 61 of the cam'plate 60 while the latter is in the position F. Such counter-clockwise rotation of the arm 66 causes like rotation of the shaft 66 and of the shifter fork 92 against the force of the spring 66 to disengage the clutch 6|. Upon this disengagement of the clutch 6|, while the clutch 66 is engaged, the fourth speed train will be interrupted and the third speed train will be established, power then -being transmitted from the drive shaft .I9 through the clutch 66, gears 60 and 56, jaw clutch 4|, gears 50 and 5| and the overrunning clutch 5.5 to the driven shaft. As soon as this power train is established the gear 60 will be rotating faster than the driven shaft to which the clutch ring 64 is splined wherefore the heel portion of the pedal ||1 may be released to deenergize the solenoid |62 and permit the spring 89 to press the ends of the teeth 62 and 66 in ratcheting relation, the ends of these teeth geinig bevelled as shown to facilitate this ratchet- While the apparatus is connected for operation through the fourth speed train, should the vehicle be slowed down to a speed at which the drive shaft I9 rotates at a predetermined minimum, the spring SP, Fig. l0, will cause the weights W to return to the position shown in Fig. 1, and also cause the cam I4 to rotate counter-clockwise incident to camming the arm |66, the shaft |01 and the shifter fork |66 clockwise for disengaging the clutch 66 whereupon establishment of the second speed power train occurs.

Likewise, while the apparatus is operating through the third speed power train. when the vehicle slows down to a speed at which the shaft I9 reaches the aforesaid predetermined minimum the centrifugal force of the weights W will no longer predominate over the force of the spring SP, so the latter will rotate the cam for disengaging the clutch 66. At this time both of the clutches 55 and 6| will be disengaged so that establishment of the first speed train will occur.

Should the operator, while the vehicleis being driven through the second speed train, wish to change to the first speed train to obtain more driving power from the engine or to enable him to `maneuver the vehicle under closer supervision, he may do so instantaneously by vmomentarily depressing theheel portion of the accelerator pedal ||1 for closing the switch |16 and energizing the solenoid |62 torotate the armv 66, the shaft 66 and the shifter form 92 counter-clockwise for disengaging the clutch 6|. Since the clutch 66 will already be disengaged at this time, both the clutches 6| and 62 will then be disengaged so that establishment of the first speed train is immediately obtained. Upon the establishment of this power train the gear 59 will drive the gear 60 faster than the gear 60 drives the driven shaft 22 through the overrunning clutch 55 wherefore 'the clutch teeth 62 will rotate faster than the .teeth 63 so these teeth will simply ratchet harmlessly upon release of the heel of the pedal I|1, and deenergization of the solenoid |82 whereby the spring 89 is again effective for sliding the teeth 63 axially against the teeth 62.

If it should be desired to start the vehicle from rest under conditions requiring an unusual amount of driving force the heel portion of the pedal ||1 can be depressed immediately after moving the cam plate 80 to the forward position F whereby the solenoid |82 will be energized for declutching the clutch 6| and causing establishment of the first speed train to obtain. After the vehicle has thus been started forwardly in the first speed train, the heel portion of the pedal |1 may be released for deenergizing the solenoid |82, and without causing establishment of the second speed train so long as power is transmitted through the first speed train, because at this time the gear 60 will be rotating faster than the driven shaft 22 and the teeth 62 will simply ratchet over the teeth 63 when the spring 89 is permitted to shift the clutch ring 64 forwardly. However, a shift can be made from the first speed train to the second speed train at will by momentarily releasing the accelerator pedal to permit the engine and the drive shaft I9 to decelerate suillciently for the gear 60 to synchronize with the driven shaft at which time the spring 89 will slide the teeth 63 forwardly into mesh with the teeth 62 to establish the second speed train. During the synchronization period the switch will be closed as will the switches |56, |58 and |94 so the solenoid |50 will be energized for causing application of the synchronizer brake band |3| to expedite synchronization of the driving and driven components of the clutch 6| in the manner above described with respect to the corresponding components of the clutch 66. However, when the accelerator is later depressed at its toe portion for taking up the drive through the second speed train it will be noted that the lostmotion connection consisting of the pin |220 and the elongated opening |224! will provide for the switch |63 being opened to release the brake band |3| before the engine throttle is opened so the action of this brake'band will not first oppose the engine driving force and then quickly release, resulting in a surge of power from the engine.

Subsequent to this establishment of the second speed train, the operator may shift automatically into fourth speed in the above described manner and backwardly into the third speed at will, or, the shift may be directed from second to third by pressing the heel of the pedal ||1 during the synchronizing period.

Should it be desired to establish the first speed power train so that no automatic shift can be made to a higher ratio train upon release of the accelerator pedal, the operator in starting the vehicle will rotate the manually controlled plate 80 from position N beyond position F to a position E. Upon completion of this movement a long radius profile portion |90 will be in registry with the stud to hold the clutch 66 disengaged suiiiciently to permit the ratcheting of the teeth 61 over the teeth 68 but not sufllciently to let the 12 teeth 68 rotate clockwise with the gear 60 (as viewed from the front) past the teeth 61 to insure no accidental closing movement of the clutch 66 while the teeth 68 are moving clockwise faster than the teeth 61 with a resulting clash and possible injury to the apparatus. The stud 96 will remain in the position shown since the slot section 65 will have slid idly past it wherefore the reverse idler gear 1| will remain in the unmeshed position. The stud 83 at the end of this rotation of the cam plate will be at the clockwise end of the arcuate slot section 82 so the shifter fork 41 will be in its forward position and will have closed the rst speed jaw clutch 4|. The counter-clockwise end portion of a long radius profile section |9| oi' said cam plate 80 will be in registry with the stud 86 for holding the clutch 6| disengaged. Therefore, with the clutch 4I engaged and the clutches 6| and 66 held out of engagement the rst speed train will be established and it will be impossible to establish any of the higher ratio trains. A lobe |92 will at this time be in position to press against a stem |93 of the switch |94 to open said switch and thus preclude application of the synchronizer brake band |3| upon release of the accelerator pedal. While operating in the emergency position E of the plate 80 and through the rst speed train, the operator can at any time shift the plate to position F to cause the switch |94 to close and to otherwise condition the control apparatus for automatically effecting s'hifts into the higher ratio power trains pursuant upon release of the accelerator pedal in the man-ner hereinabove described.

The reverse power train is established by rotating the cam plate 80 clockwise from position N to position R. At the end of this rotative movement the stud will remain upn a section of the long radius profile |9| for maintaining the clutch 66 disengaged, while the stud 85 will remain upon a section of the long radius profile 84 to maintain the clutch 6| disengaged. The stud 83 will then occupy the position shown in Fig. 2 for maintaining the clutch 4| disengaged while a more counter-clockwise portion of thearcuate slot section 95 registers therewith. However, the stud 96 will have been actuated by an outwardly curved portion |95 of the slot S to rotate the arm 91, which is pivoted upon the shaft 88, counterclockwise while moving the link 98 rearwardly endwise for pivoting the arm |00 counter-clockvln'se and thus shifting the fork 15 and reverse idler gear 1| rearwardly whereby this idler gear is meshed with the reverse train gears 69a and 12. Since the clutches 66, 6| and 4| are now disengaged, the tail shaft 22 will be caused to rotate reversely or in the counter-clockwise direction as viewed'from the front when the pedal ||1 is pressed for accelerating the engine and the impeller element I0 of the clutch C to impart rotative force to the driven element 4 and thence to the drive shaft I9. The power train is continued through the gears 28 and 29, overrunning clutch 34, sleeve shaft 38 and the gears 69a, 1| and 12 to the tail or driven shaft 22.

When for example, an engine-driven vehicle upon which this transmission apparatus is installed is brought to rest in the normal manner with the rst, second or reverse trains mobilized, there is a tendency for the impositively driven impeller I4 to transmit torque through the mobilized of these trains to the load or road wheels and thus maintain such train loaded whereby the meshable mobilizing means therefor, as the clutch 4| for the first speed train and the gears 69a, 1I and 12 for the reverse train. offers considerable frictional resistance to the manual demeshing operation which is necessary at times. This diillculty is overcome and the remeshing of these mobilizing means is made easy by the combined functions of the overrunning clutch 34 and of the synchronizer brake mechanism shown in Figs. 1 and 3. This brake mechanism, as explained above, is operable to apply the brake band I3I against the drum I1 for decelerating the coupling runner I4, the drive shaft I9 and the drive ring 35 of the clutch 34, and, this brake means is further operable when vthe drive shaft I9 eventually comes to rest, in the stopping of the vehicle, to exert a force couple upon the drum I1 'suilicient to rotate it in the direction opposite to its rotation prior to being stopped. While the drum I1 is rotating forwardly in the direction indicated by the arrow in Fig. 3 the frictional drag thereof upon the brake band I3I together with the force of the spring |36 is suicient to prevent rotation of the band I3I in the reverse or clockwise direction, but when the drum'comes to rest the tendency of the motor |46 in acting through the bell crank |42 to rotate the band I3I clockwise will no longer be opposed by the inertia of the drum and its frictional engagement with said band whereupon the force of the motor will predominate over that of the spring |36 and therefore rotate the band I3I clockwise incident to drawing the bolt |34 endwise through the apertured boss |35 while compressing the springI36. The frictional engagement between the band I3I and the drum I1 will be suicient for this backward rotation of said band to eifect back rotation of the drum I1 and hencefof the shaft I9 and the gears 28 and 29 and the clutch drive ring 35 whereby this ring 35 will overrun the actuator member 31 which is then connected with the road wheels and prevented from backward rotation. Consequently the clutch rollers 36 will be declutched and the loaded power train relaxed, that is, backlash will be created with respect to the teeth of the meshed toothed members therein as of the clutch 4| so they may be easily disengaged and reengaged.

In Fig. 4, the back ends of the clutch teeth 42 and the front ends of the teeth |96 upon the internal periphery ring 45 will be' seen to be bevelled. Such bevelling of these teeth in the clutch 4| is in the direction that the teeth |96 when moved forwardly for engagement of the clutch, if not aligned between the spaces between the teeth 42, will cam said teeth 42 in the direction to rotate the sleeve 38 and hence the actuator member 31 counter-clockwise as viewed from the front and as permitted by the clutch rollers 36 from which the load will have been removed by the backwardv rotation of the brake drum I1 atthe time the vehicle was brought to rest. Each time the accelerator pedal is released, while the cam 80 is in position F and while the first or second train is established, the brake band I3I will be actuated to rotate the clutch ring 35 reversely when the clutch C is operated at idling speed or at a speed insuilicient to transmit to the impeller I4 a force couple exceeding that applied to the drum I1 by said band I3I. Thus the action of the synchronizer brake means in imparting reverse rotation to the drive shaft I9 and to the drive ring 35 of the clutch 34, incident to the stopping of the vehicle subsequent to its operation through the rst or second speed trains, will so conditiony the first speed train that the manually operated clutch 4| for controlling 14 the mobilization thereof can be freely engaged or disengaged at will, and in this function the overrunning clutch 34 additionally cooperates with the bevelled ends of teeth in the clutch 4| by permitting counterclockwise rotation of the actuator member 31 while the ring 35 is held by the synchronizer brake band I3I against the normal loading torque of the coupling runner I4. When stopping with the second speed power train established, which power train in the normal operation of this apparatus will .'be that left established at the time the vehicle is stopped, the drum I1 will be rotated backwardly for rotating the clutch ring 35 backwardly while the clutch actuator 31 is positively held against rotain the establishment of the reverse power train similarly to the manner in which the bevelled teeth of the clutch 4I cooperate in the establishment of the first speed train. Here it will be seen that the forward ends of the teeth upon the reverse gear 12 are slightly backwardly of the forward ends of the teeth upon the gear 69a so that when the idler gear 1I is slid-backwardly for mutual mesh with the gears 69a and 12 the teeth of gear 1I will first mesh with those of the gear 69a and then with those of the gear 12. Since the idler gear 1I is freely rotatable upon its shaft 14 it can rotate in either direction for meshing with the gear 69a. In the meshing operation illustrated in Fig. 6 the demeshed teeth of gear 1I are shown in such axial alignment with the teeth upon gear 69a that upon movement of the gear 1I rearwardly it will be caused to rotate clockwise by the camming of the bevel faces at the rear ends of its teeth upon the bevel faces at the front ends of the teeth on gear 69a whereby the teeth of gear 1I will be moved into the dotted line positions preparatory to sliding into mesh with the teeth of gear 12. Following rearward movement of the teeth on the gear 1I as far as indicated by the dotted lines, these teeth will of course be aligned with spaces between the teeth on the gear 69a and addition rearward movement of this gear 1 I, in the example shown in Fig. 6, will cause the bevel ends of the teeth thereon to engage similar ends upon the forward ends of the teeth of gear 12 whereby the gear 1I will be caused to rotate clockwise and impart counter-clockwise rotation to the gear 69a with which the teeth on gear 1| are partially meshed. This clockwise rotation of the gear 1I and counter-clockwise rotation of the gear 69a is permitted by the clutch rollers 36 which at this time will be held released from the driving relation between the drive and, driven members 35 and 31 as above described.

It will be noted that following the initial meshing relation of the teeth uponv gears 1I and 65a the bevelling upon the teeth of gears 1I and 12 is such that if the relative rotative position of said gears 1I and 12 is any other than exists when the teeth Aon these gears are respectively aligned with the spaces between the teeth on the other, the bevel ends of these teeth will coact for causing the aforesaid clockwise rotation of the gear 1I and counter-clockwise rotation of the gear 69a as permitted by the overrunning clutch 34.r But in the special case when the teeth of gear 1I are aligned with the lspaces between the teeth upon the gear 12 at the time that said gear 1| is moved rearwardly to the dotted line position, the teeth of the gears 1| and 12 will readily mesh without y incurring gear rotation.

Counter-clockwise. rotation of the countershaft reverse gear 69a in the manner aforesaid during meshing movement of the reverse idler 1| can be obtained by arranging the reverse gears as illustrated in Fig. 'I which corresponds to Fig. 6. In this arrangement the tail shaft gear is placed forwardly of the gear 69a so it will be engaged ilrst by the rearwardly moved gear 1 I. In moving the gear 1| rearwardly it will either move to the position shown by dotted lines without incurring rotation, in the event its teeth align with the spaces between the teeth on gear 12, or it will be rotated counter-clockwise to such dotted line position by the camming of its bevelled tooth end faces against the bevelled end faces of the teeth on the gear 12. In either case the teeth of gear 1| will be partially meshed with the teeth of gear 12 when the dotted line position is reached so that upon further rearward movement the teeth of said gear 1| will either slide into aligned spaces between the teeth of gear 69a or will cam said gear 69a counter-clockwise by the action of the opposed bevelled ends of the teeth on these gears, as permitted ,by the overrunning clutch 34.

In Fig. 8 there is still a different arrangement of the bevelling of the teeth upon the reverse gears 69a, 1| and 12. As in Fig. 6 the countershaft gear 69a is disposed forwardly of the tail shaft gear 12, but the level upon the teeth of the gear 69a is opposite to that shown in Fig. 6. and this makes it possible to diminish the distance the gear 69a projects forwardly of the gear 12 as presently explained. Upon an initial backward movement of the idler gear 1| its bevelled tooth ends will cam along the points at the front ends of the teeth on the gear 69a to a transitory position shown by the dotted lines. Had the gear 1| occupied a rotative position slightly counterclockwise (as viewed from the front) to that illustrated in Fig. 8 the points on the back ends of its teeth would have been in axial registry with the bevelled ends of the teeth on gear 69a so that in this initial backwardly movement of said gear 1| these points of its teeth would have been cammed counter-clockwise along the ends of the teeth on gear 69a, bringing the gear 1| into the same relation with respect to the gears 69a' and 12 as is illustrated by the teeth shown in dotted outline but, of course, withthe teeth on the gear 1| aligned with respectively different spaces between the teeth on the gear 69a, without significance. Therefore, upon the attainment of this transitory position shown by dotted lines, the teeth of gear 1| will be aligned with the spaces between the teeth on the gear 69a, either because of having been initially aligned with these spaces or because of having been cammed clockwise or counter-clockwise by the action of their bevelled faces and points as above explained. Upon further backward movement of the gear 1| its teeth will either be aligned with the spaces between the teeth of gear 12 and simply slide into mesh therewith or said teeth will be aligned with the teeth of gear 12 to cause clockwise rotation of said gear 1I as the back ends of its teeth cam along the front ends of the teeth on gear 12 preparatory to the meshing of these gears. This clockwise rotation of the gear 1| effects the aforesaid counter-clockwise rotation of gear 69a as permitted by the overrunning clutch 34.

iront ends ofthe teeth upon gear 89a arranged as in Fig. 8 that no camming action can take place between these teeth and the teeth of the gear 1| after the latter reaches the dotted line position. If, however, the bevels on the teeth of gear 69a were arranged as shown in Fig. 6, it would be possible for the bevelled ends upon the teeth of gears 69a and 1| to be in opposed contiguous axially aligned relation when the gear 1| occupies the transitory dotted line position and under these conditions if the teeth of gear 1| were aligned with spaces between the teeth of f gear 12 so that upon continued backward movement of the gear 1| this gear would be held by the gear 12 from rotating, the coactionof the opposed axially aligned bevelled faces of the teeth on the gears 69a and 1| would be such that the gear 69a would be urged clockwise. But since the overrunning clutch 34 would prevent such clockwise rotation the meshing of the gear 1| with the gear 12 would be precluded. This dimculty may be overcome by moving the gear 12 rearwardly sufllciently far as illustrated in Fig. 6 for the teeth on the gear 1| to become completely aligned with the spaces betweenthe teeth on the gear 69a prior to the occurrence of any meshing ther backward movement of the gear 1| its teeth will slide into mesh with the teeth of the gear 69a either from a position in which the teeth of gear 1| are aligned with the spaces between the teeth of the gear 69a, pursuant to which said gear 68a. is not rotated, or, from a position in which the teeth of the gears 1| and 69a are axially aligned so that opposed bevelled ends of the teeth of these gears will cause the gear 69a to rotate counter-clockwise.

This cooperation of the bevel teeth in the rst speed train of the mobilizing clutch l4| and in the reverse train of meshable members 69a, 1| and 12 with the overrunning clutch 34 of which the unloading is automatically controlled by the reversing synchronizer brake mechanism, including the throttle responsive switch |54, enables the operator to quickly manually alternately establish the nrst speed power train and the reverse power train as is sometimes necessary in the manipulation of a vehicle as, for example, when advancing and reversing to maneuver it from close quarters or in obtaining a rocking motion of the vehicle to get it out of slippery ruts or the like where there is little traction for the road wheels.

Thus I have combined in power transmission apparatus, suitable for use upon a motor vehicle, an impositiva coupling in driving relation with a multi-speed transmission in which overrunning clutch means is employed to enable automatic shifting between power trains, and synchronizing brake means automatically operable under control of throttle responsive meansfor quickly synchronizing the driving and driven parts of to-be-connected power trains in the transmission. and the synchronizer brake means being of a character to reversely rotate the afore- It will be obvious that with the bevels at the said overruning clutch means to free the same of'torque from said coupling 'and thus expedite the meshing and demeshing of means for mobil-- izing starting trains of said transmission.

l Second embodiment A second embodiment of the invention is incorporated into the power transmission apparatus shown in Figs. 11 and 12. This apparatus includesa fluid coupling C' corresponding to the coupling C and having its impeller element I' operably connected with a source of power as a crankshaft I2 of an internal combustion engine which in this instance is assumed to be that of a motor vehicle. The driven or runner elem'ent I4 has its hub I3 splined at 200 to a short hollow shaft 20| journalled in opposite ends of the impeller member I0 upon bearing units 202 and 203. A transmission drive shaft I9' has a bearing section 204 of reduced diameter piloted in a rear section of the short hollow shaft 20| upon a set of needle bearings 205.

Said hollow shaft 20| has a radial flange 206 upon its lbaci-x end, and to this ange there is connected by means of a plurality of circumferentially spaced bolts 201 the hub portion of a brake drum I1', an outwardlyprojecting radial ange |99 of an overrunning clutch drive ring 200 and a circular flange portion 209 of a jaw clutch member 2|0 having circumferentially spaced jaw-teeth 2| I. An overrunning clutch unit 2 I2 of which the ring 208 is the drive component comprises an annular actuator member 2I3 and clutch rollers 2I4 of the usual character. The actuator member 2I3 is splined at 2I5 to the transmission drive shaft I9 whereby power for driving said drive shaft clockwise as viewed from the front is transmittable from the coupling runner I4 through the splined connection 200, shaft 20|, flange 206 of said shaft and the overrunning clutch unit 2I2.

Planetary change-speed gearing generally designated 2I6 is contained in a gear box 2I1. This gearing as well as control shafting, clutch means and speed-responsive control means therefore contained in the clutch housing |28' rearwardly of the brake drum I1 is like that shown in Fig. 1 of my United States Patent No. 2,171,534, with the exception of certain details hereinafter specifically pointed out. In view of the complete disclosure of this change-speed gearing in said patent, only the general structure and operation thereof will be herein described, the present invention relating to the combination with` this change-speed gearingy of the4 reversing synchronizer brake mechanism disclosed above with respect to the first embodiment and cooperable with the brake drum I1 and the loverrunning clutch 2I2 and an improved manually operable jaw clutch means presently to be described for connecting the transmission for forward or reverse drive.

This planetary gearing is disposed in a rotatable carrier 2I8 having aV front spider 2I9 and a back spider 220 in which there are a plurality of paired axially aligned bearing units 22| and 222 in each pair of which there is journalled a shaft 223 on which there is fixed a set of gears 224, 225 and 226. A sun gear 221 fixed to the drive shaft I9' meshes with the planet gears 225, whereas a second sun gear 228 meshes with the planet gears 226, the sun gear 228 being fixed to the driven shaft 229. A third sun gear 230 is joumalled upon the shaft I9 and meshes with the planet gears 224.

In mobilizing the first speed power train, a

clutch ring 23| having internal teeth 232 is shifted rearwardly by means of a manually operable shifter fork 233, to engage the teeth 252 with complemental clutch teeth234 upon the outer ring 235 of an overrunning clutch unit 236 wnerein there are clutch rollers 231 which prevent counter-clockwise rotation (as viewed from me front) of an actuator member 238 of said clutch relatively to the ring 2'35 but permit clockwise rotation of the actuator relative thereto. Said actuator member is fixed upon a forwardly extending hub portion 239 of the planet carrier 2I8. The clutch ring 23|' is slidable axially uponv and carried by a circular flange 240 projecting forwardly from a wall 24| of the gear box, and said flange has a circumferentially arranged series o f teeth 242 which mesh with the teeth 232 of the ring 23|. A plurality of openings as 243 in the wall member 24| and in the base 244 of the flange 240 receive circumferentially spaced rearwardly projecting portions of the ring 23| upon which the teeth 232 are disposed, when the 'ring 23| is slid rearwardly as aforesaid for meshing the teeth 232 and 234. When thus meshed tnese teeth will connect the clutch ring 235 nonrotatively with the gear Ibox wall 23| through tue connection including the ring 23|, the teeth 232 and 242 and the flange 240 which is connected with said wall.

After effecting this connection, when the operator accelerates his engine sumciently above idling speed the clutch impeller I0 will transmit force to the runner I4 to cause the vehicle to be driven forwardly through the first speed power train, this train including said runner I4', the hollow shaft 20|, overrunning clutch 2I2. drive shaft i9', sun gear 221, planet gears 225, planet gears 226 and the sun gear 228 to the driven shaft 229. During operation of this power train the planet carrier 2|8 will tend to rotate backwardly or counter-clockwise as viewed from the front, but this is prevented by the overrunning clutch 236 of which the ring 233 is then clutched to the gear box. Speed reduction is obtained because of the 'ratio in diameter of the gears 225 and 221 and in the gears 226 and 228. During oper-ation of the first speed train, the gears 224 and 230 will cause clockwise rotation of a sleeve shaft 245 at reduced speed with respect to the drive shaft I9 and hence with respect to the jaw clutch drive counterpart 2I0, but when a predetermined minimum speed is reached the shaft 245 and inertia weight carrier 246 xed thereto will rotate sufficiently fast to cause weights W in said carrier to pivot clockwise as viewed in Fig. 11 and whereby their heel portions 241 will act through a coil spring 248 for yieldingly urging a jaw clutch counterpart 249 forwardly with its teeth 250 in ratcheting relation with the teeth 2II of the counterpart 2I0. The end faces of the teeth 250 and 2II are bevelled to facilitate such ratcheting.

Second speed is obtained by releasing the accelerator pedal to permit the vehicle engine, together with the clutch C' and the clutch counterpart 2I'0, to decelerate until said counterpart synchronizes with the counterpart 249 which continues rotation with the vehicle running gear and the planetary gearing 2|6 at substantially constant speed as permitted by the overrunning clutch 2I2. When the clutch counterparts synchronize the teeth 250 and 2II will mesh for establishing the second speed power train which includes the sleeve shaft 245, gears 230 and 224 and the gears 226 and 228. Meanwhile the sun 19 gear 221 will be driven from the gears 225 at an overspeed with respect to the clutch runner I4 whereby the clutch 2|2 is caused to overrun.

In establishing the third speed power train the acceleratorV pedal will again be momentarily released to cause a second deceleration of the engine, and hence of the sun gear 230 while the sun gear 228 operates at substantially constant speed because of its connection with the vehicle running gear, and when this occurs the gears 226 will -be vcaused to advance orbitally about the sun gear 228 in the clockwise direction to cause clockwise rotation of the carrier 2|8 and of speedresponsive means (not shown) disposed within a casing 252 that is xed to said planet carrier. This speed-responsive means is thus actuated for pressing rearwardly upon a spring 253 to yieldingly urge the internal teeth 254 of a sleeve 255 rearwardly into mesh with the teeth 256 of a jaw clutch member 251 splined to the driven shaft 229. This sleeve 255 is connected by an intermediate sleeve 258 with a rearwardly extending hub portion 259 of the carrier 2|8 so that when the engine is decelerated sufficiently for the carrier 2|8 to accelerate clockwise into syne chronism with the driven shaft 229, the springs 253 will cause the teeth 254 to mesh with the teeth 256, thus non-rotatively connecting the carrier 2|8 with theA driven shaft, and since the planet gears 226 are meshed with the sun gear 226 the planet carrier and the gearing carried thereby will be locked as a unitary mass coupling the drive sleeve 245 directly with the driven shaft 229 so that there will be a direct driving connection between the clutch runner I4' and the driven shaft 229.

There is associated with the brake drum |1' a brake band |3|' corresponding to the brake band I3| described with respect to the first embodiment. Operating and control mechanism lfor this brake band |3| similar to that shown in the circuit diagram in Fig. 1 may be provided, there being the exception that the conductor |60, Fig. 1, would not be connected with ground through a switch |94, inasmuch as there is no emergency low speed control mechanism in as.

sociation with the transmission shown in Fig. 11

that would necessitate a switch as |94. Therefore, when the accelerator pedal is released in establishing the second speed power train the brake band |3| will be applied to the drum |1' for expediting synchronization of the clutch counterparts 2|0 and 249, and, likewise, in the shift from the second to the third speed power trains, said brake band |3|' will incur braking action upon the drum I1 to cause faster deceleration of the gear 230 relatively to the gear 228 to expedite increase-in speed of this planet carrier to the speed of the driven shaft 229 and hence the engagement of the clutch teeth 254 and 256 for establishing the third speed train.

When the third speed train is established by the rearward movement of the sleeve 255, a pressure ring 260 will be forced rearwardly while acting against the lower ends of the legs on a shifter fork 26| to cause counter-clockwise rotation of this shifter fork as viewed in Fig. 11 and of a cross shaft 262 on which it is mounted, against the force of a spring 265. A lug 263 connected with the hub portion of the shifter fork 26| will be moved forwardly to manipulate an actuator link 264 for opening a switch |58 corresponding to the switch |85 shown in Fig. 1. Therefore upon the establishment of the third speed train the throttle-controlled circuit normally causing application of the synchronizer brake band |3| upon release of the accelerator pedal will be opened to disable said circuit and prevent synchronizing action of the brake band when such action is not needed or desired.

It will be understood that the third speed train can be disconnected instantaneously by demeshing the third speed clutch teeth 254 and 256 to cause the second speed power train to come into operation,and this may be done by effecting clockwise rotation of the control shaft 262 and of the shifter fork 26| to cause forward movement of the ring 260 and the clutch sleeve 255. Said shaft 262 may be controlled manually and/or by means of a solenoid as |82 in'Fig. 2 and a throttle pedal controlled switch as |19 in Fig. 1.

To connect the reverse train the clutch ring 23| will be moved forwardly from a neutral position wherein none of the power trains are mobilized to a position in which the forward ends of the teeth 232 mesh with teeth 266. In this manner the sleeve shaft 245, to which a ring 261 carrying the clutch teeth 266 is splined, will be connected in flxed relation with the gear box wall 24| wherefore the sun gear 230 will be constrained a'gainst rotation. Following this connection and acceleration of the vehicle engine, driving power will be transmitted from the runner |4' through the overrunning clutch 2|2, the drive shaft I9', and the gear 221 to the planet gears 225. Since the gear 230 is now held against rotation and the ring 235 of the overrunning clutch 236 is disconnected from the gear box, the planet gears 224 will be advanced orbitally about said gear 230 while rotating the planet carrier 2|8 reversely or counter-clockwise as viewed from the front. Meanwhile the planet gears 226 will be orbitally advanced about the sun gear 228 but at less speed than that at which they are orbitally moved with the reversely rotating carrier 2|8 wherefore said gear 228 will be rotated reversely at a slow speed of desired ratio.

Assuming that the clutch ring 23| is in the rearward position with its teeth 232 meshed with the teeth 234 for mobilizing the rst'speed train, that the coupling C has been rotated sufficiently fast by an acceleration of the vehicle engine to have caused power to have been transmitted through this power train and that the accelerator pedal has been released in bringing the vehicle to rest, upon this release of the accelerator pedal the synchronizer brake band |3| causes rapid deceleration of the .drum |1' and ultimate reverse rotation of said drum and of the clutch ring 208 to relieve the load from this power train and maintain said power train un- 4 loaded by constraining the impositively urged runner |4' against rotation. The thus released or unloaded power train will incur no pressure between the teeth 234, 232 and 242 whereby manual disengagement of these teeth for disrupting the first speed train is easily accomplished. Once the rst speed train has been demobilized while the brake band |3|' holds the overrunning clutch ring 208 against rotation, said train will remain relaxed and can again be mobilized by shifting the ring 23| rearwardly. Re-meshing of the teeth 232 and 234 is facilitated by bevelling the back ends of the teeth 232 and the front ends of the teeth 234 as illustrated in Fig. 12 whereby if these teeth should be axially aligned at the time of meshing, the ring 235 will be cammed counter-clockwise as viewed from the front and as permitted by the clutch rollers 231.

21 Each time the vehicle engine is accelerated and decelerated by release of the accelerator pedal the drum I1 will be caused to rotate counter-clockwise for relaxing the power train in which the apparatus had been operating. Therefore the overrunning clutch 212, when the'clutch ring 23| is in the neutral position, will always be relaxed and held by the band |31' from being loaded by the impositively driven runner I4. Consequently in shifting the ring 23| and the teeth 232 forwardly for engaging the reverse train, the bevelling upon the front ends of the teeth 232 and upon the back ends of the teeth 266 as illustrated in Fig. 12 will result in the ring 261, the sleeve shaft 245 and the sun gear 230 being rotated clockwise as viewed from the front and as permitted by the overrunning clutch 2I2 when the teeth 232 and 266 are axially aligned at the time of this meshing operation. Since the sun gear 228 is held against rotation by the vehicle running gear, said clockwise rotation of the gear 230 will act through the planet gears 224, 225 and 226 for causing the sun gear 221 and the clutch actuator member 2|3 to rotate clockwise. It will be seen therefore that the bevelling upon the opposed ends of the teeth 232 and 266 is such that the reverse train can always be easily meshed either from the position in which the teeth 232 are aligned with the spaces between the teeth 266 or from a position in which they are aligned with said teeth 266. Thus the brake band |31', in rotating backwardly to relax the overrunning clutch 2 I2 common to the reverse and rst speed trains and thus holding the same relaxes yagainst the impositive force of the runner I4', cooperates with the bevelling upon the teeth 234, 232 and 266 to enable either of these to be easily mobilized or demobilized.

There is no intention of limiting the invention to the' specific embodiments herein shown and described for numerous modifications employing the same principles of operation will be apparent to those skilled in the art, wherefore it should be clearly understood that the invention extends to other arrangements, details and structures falling within the spirit thereof.

I claim:

1. In apparatus for drivingly connecting an engine with a load, the combination of a changespeed transmission comprising forward and reverse drive power trains individually establishable in driving relation between the engine and load, said reverse train including meshable force transmitting means leffective to demobilize such train when demeshed, one-way-drive means in said reverse train and including'drive and driven parts of which rotative force is transmitted from the drive to the driven part pursuant to the operation of such train, and means operatively connectible with the drive part of said one-waydrive means for rotating the same relatively to said driven part in the direction opposite to that required to transmit driving force to said driven part, to insure relaxation of said drive and driven parts and consequent relaxation of said reverse train, and said meshable force transmitting means including relatively rotatable components respectively connected with the load and with the driven part of the one-way-drive means and reactable against one another to cause overrun of the relaxed one-way-drive means pursuant to alignment of said components preparatory to the meshing of said meshable means.

2; In apparatus for drivingly connecting an engine with a load, the combination of a changespeed transmission comprising forward 'and reverse ,power trains individually establishable between the engine andthe load, said reverse train includingmeshable toothed members eifective to demobilize said train when demeshed, a rotatable overrunning clutch unit in series with said reverse train and including drive and driven rotatable members of which rotative force is transmitted from the drive to the driven member pursuant to theoperation of said train, and brake means operatively connectible with said drive member for decelerating it and rotating the same in the direction opposite to normal following deceleration thereof to zero speed, to insure relaxation of said drive and driven members and consequent relaxation of said reverse train, one of said meshable toothed members being connected with the load and the other with the driven member of the overrunning clutch unit, and said other toothed member being reactable on the one toothed member to rotate the driven member of the overrunning clutch in the direction of overrun with respect to the drive member of such clutch pursuant to alignment of the toothed members preparatory to meshing.

3. In apparatus for drivingly connecting an engine with a load, the combination of a changespeed transmission comprising forward and reverse drive power trains individually establishable in driving relation between the engine and load, said forward drive train including meshable force transmitting means effective to demobilize said train when demeshed, said reverse drive train also including meshable force transmitting means and effective to demobilize said train when demeshed, one-way-drive means common to said forward and reverse trains and including drive and driven parts of which force is transmitted from the drive to the driven part pursuant to the operation of said trains, and means operatively connectible with the drive part of said one-Way-drive means for rotating the same relatively to said driven part in the direction opposite to that required to transmit force to the driven part while either of said power trains is established, to insure dislodgement of said drive and driven parts and consequent relaxation of said power trains, each of said meshable force transmitting means including a pair of relatively rotatablecomponents respectively connected with the load and with the driven part of the one-waydrive means, and the components of each pair being reactable against one another to cause overrun of said dislodged parts pursuant to alignment of such components preparatory to the meshing thereof.

OSCAR H. BANKER.

REFERENCES CITED The following references are of record in the ille of this patent:

UNITED STATES PATENTS Number Name Dare 1,978,172 Sinclair Oct. 23, 1934 2,203,177 Patterson June 4, 1940 2,247,714 Peterson et al. July 1, 1941 2,252,042 Sinclair Aug. 12, 1941 2,320,757 Sinclair et al. June 1, 1943 2,353,137 Banker July 11, 1944 

